Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 20
20
or "current EMAS technology" will be used to denote the 1.4. Research Approach
ESCO product.
The research was divided into two phases. The first "Study"
phase included research, identification of alternatives, and
1.3. EMAS Description an initial down-selection of the most promising candidate
arrestor concepts. The second "Experimentation" phase focused
An EMAS is a surface-based arrestor constructed as a large
on evaluating the candidate concepts through testing and
bed that resides in the RSA beyond the end of a runway
modeling.
(Figure 1-1). EMAS dimensions can vary considerably, but
Table 1-1 presents a basic guide to the report. Chapters 2
typical dimensions are approximately 300 ft in length by 150 ft
through 6 discuss the findings of the study phase, which focused
in width, with a nominal 75-ft setback from the runway
on information gathering and evaluation. These sections
end. Depending on the available space in the RSA, it can be
more cost-effective to install shorter EMAS beds with longer examine the overall context for arrestors, including historical
setbacks. and current usage, an EMAS cost evaluation, the impact of
The current EMAS design features 4-ft by 4-ft blocks of FAA requirements, and processes for approving new arrestor
cellular (foamed) cement, usually in one of two compressive systems.
strengths. The blocks have narrow gaps between them for Chapter 7 is a key transitional chapter, which identifies dif-
venting and drainage, and the tops of these joints are sealed ferent potential systems and places them within the broader
against rain. The depth of the blocks varies depending on the context of past and present arrestor approaches. This chapter
bed design. The sides of the bed stair-step for pedestrian and includes conceptual discussion of the key mechanical dis-
emergency vehicle access. These side step blocks are not con- tinctions between the different concepts from a performance
sidered in performance calculations for the arresting bed. standpoint. The candidates selected for detailed evaluation
Prior to installing an EMAS, the site must be prepared with a are identified and briefly described.
paved surface that provides a solid foundation for the bed and Chapters 8 through 14 discuss the experimentation phase
adequate drainage. of the research, beginning with an overview of the evaluation
Two generations of EMAS are currently installed at U.S. process. Each candidate is subsequently examined on an indi-
airports. The older JBR-501 design used painted cement board vidual basis in Chapters 9 through 14. These chapters contain
tops for the individual blocks and caulking to seal the joints in substantial technical content, but also examine the estimated
between. The newer JBR-502 design uses plastic tops, which system costs and the requirements to transition into fielded
do not require painting, and silicone tape to seal the joints. systems.
As the only current FAA-approved arresting system, the Finally, Chapter 15 provides overall conclusions for the
current EMAS design will serve as a baseline for the arrestor effort, including a general research summary and a comparison
alternatives examined in this research. of the different candidate systems.
Figure 1-1. EMAS arrestor, MinneapolisSt. Paul (MSP) Airport.
OCR for page 21
21
Table 1-1. Guide to report.
Chapter Content
Project background and research
Introduction Chapter 1. Introduction
introduction
Chapter 2. Literature Review
Chapter 3. Survey of U.S. Airport Operators
Chapter 4. Review and Documentation of FAA
Discuss research findings on
Study Phase Parameters
indicated topics
Chapter 5. Sensitivity Analysis
Chapter 6. Approval and Commercialization
Study
Transition Chapter 7. Identification and Initial Assessment Important background preceding
Chapter of Alternatives candidate assessment
Overview of evaluation approach
Chapter 8. Experimentation Overview
to candidate systems
Chapter 9. Glass Foam Arrestor Concept
Chapter 10. Engineered Aggregate Arrestor
Concept
Experimentation
Chapter 11. Aggregate Foam Arrestor Concept
Phase Detailed evaluation of candidate
Chapter 12. Depth-Varying Foam Material systems
Chapter 13. Summary of Passive System
Candidates
Chapter 14. Main-Gear Engagement Active
System Concept
Conclusion Chapter 15. Conclusions Overall conclusions for research
Appendix A. Bibliography
Appendix B. Survey Details
Appendix C. EMAS Calculations
Appendices Appendix D. Active Arrestor Calculations Additional research details
Appendix E. Human Injury Study
Appendix F. Tire Models
Appendix G. Arrestor Prediction Code
